CN108216256B

CN108216256B - Apparatus and method for generating path of vehicle

Info

Publication number: CN108216256B
Application number: CN201710151758.9A
Authority: CN
Inventors: 吴东彦; 申旻容; 金会原
Original assignee: Hyundai Motor Co
Current assignee: Hyundai Motor Co
Priority date: 2016-12-15
Filing date: 2017-03-14
Publication date: 2021-06-01
Anticipated expiration: 2037-03-14
Also published as: US10049575B2; KR20180069505A; CN108216256A; US20180174459A1; KR102452546B1

Abstract

An apparatus and method for generating a path of a vehicle are provided. The device comprises: a first sensor that detects lane marking information; a second sensor that detects a traveling speed of the host vehicle; a third sensor that detects a yaw rate of the host vehicle; and a fourth sensor that detects a relative position of the preceding vehicle with respect to the host vehicle. The controller then calculates a trajectory of the preceding vehicle based on the travel speed and yaw rate of the host vehicle and the relative position of the preceding vehicle with respect to the host vehicle. In addition, the controller generates a travel path of the host vehicle using the calculated trajectory of the preceding vehicle and the lane marker information.

Description

Apparatus and method for generating path of vehicle

Cross Reference of Related Applications

The present application is based on and claims the benefit of priority of korean patent application No. 10-2016-.

Technical Field

The present disclosure relates to an apparatus and method for generating a path of a vehicle, and more particularly, to a technology capable of stably generating a path even when reliability of a lane marker is lowered due to various restrictions (backlight, brightness variation, etc.) of an imaging device, road environments (worn and faded lane markers, light reflection of lane markers, etc.), and driving environments (lane markers blocked by a vehicle in front, low-speed driving, etc.).

Background

Advanced driver assistance systems developed for assisting steering extend from Lane Keeping Assistance Systems (LKAS) to Highway Driving Assistance Systems (HDAS), which allow autonomous steering of vehicles in limited situations without driver intervention. It is important to generate a travel path to control the vehicle more stably. In general, lane marking information is generally used to generate a path for safe travel within a lane.

Conventional techniques for generating a travel path of a vehicle use an imaging device to detect lane marker information. However, when the reliability of the lane mark information is lowered or cannot be detected due to limitations of the imaging apparatus (backlight, brightness change, etc.), road environments (worn and faded lane marks, light reflection of the lane marks, etc.), and traveling environments (lane marks blocked by a vehicle ahead, low-speed traveling, etc.), a traveling path may not be generated, and therefore LKAS, HDAS, etc. cannot be operated.

Therefore, according to the conventional technique, unreliable lane marker information may be detected, or the detection of the lane marker information may fail, thereby causing failure in operating the LKAS, the HDAS, and the like. Such frequent failures in operating the LKAS, HDAS, etc. may reduce consumer preference for the vehicle, resulting in decreased consumer confidence.

Disclosure of Invention

The present disclosure provides a method and apparatus for generating a path of a vehicle, characterized in that a path is stably generated even when reliability of a lane marker is reduced due to limitations (backlight, brightness change, etc.) of an imaging device (e.g., a camera, a camcorder, etc.), road environment (worn and faded lane markers, light reflection of lane markers, etc.), and driving environment (lane markers blocked by a vehicle in front, low-speed driving, etc.) by calculating a trajectory of a preceding vehicle based on traveling information of the host vehicle and a relative position of the preceding vehicle with respect to the host vehicle and generating a path of the host vehicle through complementary use of the calculated trajectory of the preceding vehicle and the lane marker information.

The object of the present disclosure is not limited to the above object and any other objects and objects not mentioned herein will be clearly understood from the following description. The inventive concept will be more clearly understood from the exemplary embodiments of the present disclosure. Further, it is apparent that the objects and advantages of the present disclosure may be realized by the elements and features recited in the appended claims and combinations thereof.

According to an aspect of the present disclosure, an apparatus for generating a path of a vehicle may include: a first sensor configured to detect lane marking information; a second sensor configured to detect a traveling speed of the host vehicle; a third sensor configured to detect a yaw rate of the host vehicle; a fourth sensor configured to detect a relative position of the preceding vehicle with respect to the host vehicle; and a controller configurable to calculate a trajectory of the preceding vehicle based on a travel speed and a yaw rate of the host vehicle and a relative position of the preceding vehicle with respect to the host vehicle, and to generate a travel path of the host vehicle using the calculated trajectory of the preceding vehicle and a complementary use of the lane marking information.

The lane marking information may include an average (a) of curvature derivatives of the left line and curvature derivatives of the right line, an average (b) of curvature of the left line and curvature of the right line, an average (c) of an azimuth angle of the host vehicle with respect to the left line and an azimuth angle of the host vehicle with respect to the right line, and an average (d) of a position of the host vehicle with respect to the left line and a position of the host vehicle with respect to the right line. The trajectory may include curvature (f), azimuth (g), and position (h).

The controller may be configured to generate a travel path of the host vehicle using the average (c) of the curvature (f) and the azimuth angle of the trajectory and the average (d) of the position when the speed of the host vehicle is less than or equal to a first threshold and the distance of the host vehicle from the preceding vehicle is less than a second threshold. In addition, the controller may be configured to generate the travel path of the host vehicle using the average value (c) of the azimuth angles and the average value (d) of the positions when the speed of the host vehicle is less than or equal to a first threshold value and the distance of the host vehicle from the preceding vehicle is greater than or equal to a second threshold value.

When the speed of the host vehicle is less than or equal to the first threshold and the lane marker information is not detected, the controller may be configured to generate a travel path of the host vehicle using the curvature (f), the azimuth angle (g), and the position (h) of the trajectory. When the speed of the host vehicle exceeds a first threshold and the lane marker information is detected, the controller may be configured to generate a travel path of the host vehicle using the average of curvature derivatives (a), the average of curvature (b), the average of azimuth angle (c), and the average of position (d). When the speed of the host vehicle exceeds a first threshold and no lane marker information is detected, the controller may be configured to generate a travel path of the host vehicle using the curvature (f), the azimuth angle (g), and the position (h) of the trajectory.

According to another aspect of the present disclosure, a method for generating a path of a vehicle may include the steps of: detecting, by a first sensor, lane marking information; detecting, by a second sensor, a traveling speed of the host vehicle; detecting, by a third sensor, a yaw rate of the host vehicle; detecting, by a fourth sensor, a relative position of the preceding vehicle with respect to the host vehicle; and calculating, by the controller, a trajectory of the preceding vehicle based on the travel speed and yaw rate of the host vehicle and the relative position of the preceding vehicle with respect to the host vehicle, and generating a travel path of the host vehicle through complementary use of the calculated trajectory of the preceding vehicle and the lane marker information.

The lane marking information may include an average of curvature derivatives of the left line and the right line (a), an average of curvature of the left line and the right line (b), an average of an azimuth angle of the host vehicle with respect to the left line and an azimuth angle of the host vehicle with respect to the right line (c), and an average of a position of the host vehicle with respect to the left line and a position of the host vehicle with respect to the right line (d). The trajectory may include curvature (f), azimuth (g), and position (h).

Generating the travel path may include: when the speed of the host vehicle is less than or equal to a first threshold value and the distance of the host vehicle from the preceding vehicle is less than a second threshold value, a travel path of the host vehicle is generated by the controller using the curvature (f) and the average value (c) of the azimuth angle of the trajectory and the average value (d) of the position. Generating the travel path may include: when the speed of the host vehicle is less than or equal to a first threshold value and the distance of the host vehicle from the preceding vehicle is greater than or equal to a second threshold value, generating, by the controller, a travel path of the host vehicle using the average value (c) of the azimuth angles and the average value (d) of the positions.

In addition, generating the travel path may include: when the speed of the host vehicle is less than or equal to a first threshold value and no lane marker information is detected, a travel path of the host vehicle is generated using the curvature (f), the azimuth angle (g), and the position (h) of the trajectory. Generating the travel path may include: when the speed of the host vehicle exceeds a first threshold and the lane marker information is detected, a travel path of the host vehicle is generated using an average of curvature derivatives (a), an average of curvature (b), an average of azimuth (c), and an average of position (d). Generating the travel path may include: when the speed of the host vehicle exceeds a first threshold and no lane marker information is detected, a travel path of the host vehicle is generated using the curvature (f), the azimuth (g), and the position (h) of the trajectory.

Drawings

The above and other objects, features and advantages of the present disclosure will become more apparent from the following detailed description when taken in conjunction with the accompanying drawings:

fig. 1 shows a block diagram of a configuration of an apparatus for generating a path of a vehicle according to an exemplary embodiment of the present disclosure;

fig. 2 shows an example of a travel path generated by an apparatus for generating a path of a vehicle according to an exemplary embodiment of the present disclosure;

fig. 3 illustrates another example of a travel path generated by an apparatus for generating a path of a vehicle according to an exemplary embodiment of the present disclosure; and

FIG. 4 shows a flowchart of a method for generating a path for a vehicle according to an exemplary embodiment of the present disclosure.

Detailed Description

It should be understood that the term "vehicle" or "vehicular" or other similar terms as used herein include motor vehicles in general, such as passenger vehicles including Sports Utility Vehicles (SUVs), buses, trucks, various commercial vehicles; ships including various ships and vessels; spacecraft, etc.; and includes hybrid vehicles, electric vehicles, internal combustion engines, plug-in hybrid vehicles, hydrogen-powered vehicles, and other alternative fuel vehicles (e.g., fuels derived from resources other than petroleum).

While the exemplary embodiments are described as performing exemplary processes using multiple units, it will be appreciated that the exemplary processes may also be performed by one or more modules. Further, it should be understood that the term controller/control unit refers to a hardware device that includes a memory and a processor. The memory is configured to store the modules, and the processor is specifically configured to cause the modules to perform one or more processes, which are described further below.

Furthermore, the control logic of the present invention may be embodied as a non-transitory computer readable medium on a computer readable medium containing executable program instructions executed by a processor, controller/control unit, or the like. Examples of computer readable media include, but are not limited to, ROM, RAM, Compact Disc (CD) -ROM, magnetic tape, floppy disk, flash drive, smart card, and optical data storage device. The computer readable recording medium CAN also be distributed over network coupled computer systems so that the computer readable medium is stored and executed in a distributed fashion, for example, by a remote communication server or a Controller Area Network (CAN).

The terminology used herein is for the purpose of describing particular embodiments only and is not intended to be limiting of the invention. As used herein, the singular forms "a", "an" and "the" are intended to include the plural forms as well, unless the context clearly indicates otherwise. It will be further understood that the terms "comprises" and/or "comprising," when used in this specification, specify the presence of stated features, integers, steps, operations, elements, and/or components, but do not preclude the presence or addition of one or more other features, integers, steps, operations, elements, components, and/or groups thereof. As used herein, the term "and/or" includes any and all combinations of one or more of the associated listed items.

Unless specifically stated or otherwise apparent from the context, the term "about" as used herein is understood to be within the normal tolerance of the art, e.g., within 2 standard deviations of the mean. "about" can be understood to be within 10%, 9%, 8%, 7%, 6%, 5%, 4%, 3%, 2%, 1%, 0.5%, 0.1%, 0.05%, or 0.01% of the stated value. Unless otherwise clear from the context, all numbers provided herein may be modified by the term "about".

The above and other objects, features, and advantages of the present disclosure will be more clearly understood by those skilled in the art to which the present disclosure pertains from the following detailed description taken in conjunction with the accompanying drawings so that the technical concepts described herein can be easily carried out. Furthermore, detailed descriptions of well-known technologies associated with the present disclosure will be excluded in order not to unnecessarily obscure the gist of the present invention. Hereinafter, exemplary embodiments of the present disclosure will be described in detail with reference to the accompanying drawings.

Fig. 1 shows a block diagram of a configuration of an apparatus that generates a path of a vehicle according to an exemplary embodiment of the present disclosure. As shown in fig. 1, an apparatus for generating a path of a vehicle according to an exemplary embodiment of the present disclosure may include a lane marker detection sensor 10, a vehicle sensor 20, a position detection sensor 30, and a controller 40. The controller 40 may be configured to operate various sensors.

With respect to each of the above elements, first, the lane mark detection sensor 10 is a first sensor configured to detect lane mark information from a front view image in front of the host vehicle acquired by the imaging apparatus. The detected lane marker information may be expressed in the form of a three-dimensional (3D) equation. For example, the lane marking information may be expressed as the following equation 1:

y＝ax³+bx²+ cx + d … equation 1

Wherein a represents the curvature derivative; b represents a curvature; c represents an azimuth; and d denotes a position (an offset between a lane marker (line) and the vehicle) as a reference, and each of a, b, c, and d may be an average value. In general, the lane mark detection sensor 10 may be configured to detect left and right lane marks (drawn lines) with respect to the vehicle in the form of the above-described 3D equation.

According to an exemplary embodiment of the present disclosure, the travel path may be generated to allow the vehicle to travel between the left line and the right line using an average of curvature derivatives of the left line and the right line (a), an average of curvature of the left line and the right line (b), an average of an azimuth angle of the vehicle with respect to the left line and an azimuth angle of the vehicle with respect to the right line (c), and an average of a position of the vehicle with respect to the left line and a position of the vehicle with respect to the right line (d).

Further, the lane marker detecting sensor 10 may be configured to extract line feature points from an image acquired by an imaging device, compare lines detected by applying the extracted feature points to an equation with the line feature points, detect candidate lines having a distance error less than or equal to a predetermined threshold, and determine lines of neighboring vehicles (i.e., left and right lines of the vehicle) among the detected candidate lines as lines marking a current traveling lane of the vehicle.

The vehicle sensors 20 may include various types of sensors installed in a vehicle. Specifically, the vehicle sensors 20 may include a speed sensor (e.g., a second sensor) and a yaw rate sensor (e.g., a third sensor). The speed sensor may be configured to detect a running speed of the vehicle, and the yaw rate sensor may be configured to detect a yaw rate of the vehicle. The position detection sensor 30 is a fourth sensor configured to detect a relative position of the preceding vehicle with respect to the host vehicle. The relative position may be defined by a position relative to a preceding vehicle detected by the host vehicle.

The controller 40 may generally be configured to operate the respective elements described above to perform its functions normally. Specifically, the controller 40 may be configured to calculate the trajectory of the preceding vehicle based on the traveling speed of the host vehicle measured by the speed sensor, the yaw rate of the host vehicle measured by the yaw rate sensor, and the relative position of the preceding vehicle with respect to the host vehicle detected by the position detection sensor 30. Specifically, the trajectory of the preceding vehicle may be expressed as an equation of a point to which the preceding vehicle has moved. For example, the trajectory of the preceding vehicle may be expressed as equation 2 below.

y＝fx²+ gx + h … equation 2

Wherein f represents a curvature; g represents an azimuth; and h denotes a position (an offset between the trajectories of the preceding vehicle and the host vehicle).

Further, the controller 40 may be configured to generate a travel path of the host vehicle through complementary use of the calculated trajectory of the preceding vehicle and the lane marking information. For example, when the speed of the host vehicle is less than or equal to a first threshold (e.g., 30kph) and the distance of the host vehicle from the preceding vehicle is less than a second threshold (e.g., 60-70 m), the path of the host vehicle may be generated using the mean (c) of the curvature (f) and azimuth of the trajectory and the mean (d) of the position in the lane marking information. This example corresponds to when lane marker information is detected. Wherein the path of the host vehicle may be expressed as the following equation 3:

y＝fx³+ cx + d … equation 3

For example, when the speed of the host vehicle is less than or equal to a first threshold and the distance of the host vehicle from the preceding vehicle is greater than or equal to a second threshold, the path of the host vehicle may be generated using the average value (c) of the azimuth angles and the average value (d) of the positions. This example corresponds to when the lane marker information is detected. Wherein the path of the host vehicle may be expressed as the following equation 4:

y-cx + d … equation 4

For example, when the speed of the host vehicle is less than or equal to the first threshold and no lane marker information is detected, the path of the host vehicle may be generated using the curvature (f), the azimuth (g), and the position (h) of the trajectory. Where the path of the host vehicle may be expressed as equation 2. This example corresponds to when the trajectory of the vehicle in front is calculated. When the trajectory of the preceding vehicle is not calculated, the path of the host vehicle is not generated.

In the above example, the host vehicle runs at a low speed. Hereinafter, an example in which the host vehicle travels at a high speed will be described. For example, when the speed of the host vehicle exceeds a first threshold and the lane marker information is detected, the path of the host vehicle may be generated using the average of the curvature derivatives (a), the average of the curvature (b), the average of the azimuth angle (c), and the average of the position (d). Where the path of the host vehicle may be expressed as equation 1. When the speed of the host vehicle exceeds a first threshold and no lane marker information is detected, the path of the host vehicle may be generated using the curvature (f), the azimuth (g), and the position (h) of the trajectory. Where the path of the host vehicle may be expressed as equation 2. This example corresponds to when the trajectory of the vehicle in front is calculated. When the trajectory of the preceding vehicle is not calculated, the path of the host vehicle is not generated.

Fig. 2 shows an example of a travel path generated by an apparatus for generating a path of a vehicle according to an exemplary embodiment of the present disclosure. Specifically, fig. 2 shows the travel path 211 of the host vehicle 210 generated when the host vehicle 210 travels at a low speed when the left line 250 and the right line 270 of the host vehicle 210 occur and the distance of the host vehicle 210 from the preceding vehicle 220 is within the effective range. In fig. 2, "221" represents the trajectory of the preceding vehicle 220.

Specifically, the controller 40 may be configured to generate the travel path 211 of the host vehicle 210 using the average (c) of the curvature (f) and the azimuth angle of the trajectory 221 of the preceding vehicle 220 and the average (d) of the position in the lane marking information. When the distance of the host vehicle 210 from the preceding vehicle 220 exceeds the effective range, the reliability of the curvature of the trajectory 221 of the preceding vehicle 220 may be reduced. Accordingly, the curvature of the trajectory 221 of the preceding vehicle 220 may be excluded, and the travel path 211 of the host vehicle 210 may be generated using the average value (c) of the azimuth angle and the average value (d) of the position in the lane marker information. Therefore, the running path of the host vehicle can be generated more stably without following the preceding vehicle even when the preceding vehicle exhibits abnormal movement or makes a lane change.

Fig. 3 shows another example of a travel path generated by the apparatus for generating a path of a vehicle according to an exemplary embodiment of the present disclosure. FIG. 3 illustrates the path of travel 311 of the host vehicle 310 generated without the presence of the left line 350 and the right line 370 of the host vehicle 310, regardless of the velocity of the host vehicle 310. In fig. 3, "321" represents the trajectory of the preceding vehicle 320.

In fig. 3, when the left line 350 and the right line 370 of the host vehicle 310 do not appear, the lane marking information cannot be detected. Thus, the travel path 311 of the host vehicle 310 may be generated based on the trajectory 321 of the preceding vehicle 320. Specifically, the left and right lines where the host vehicle 310 does not appear include an actually absent line of lines due to limitations of the imaging device (backlight, brightness variation, and the like), road environments (e.g., worn and faded lines, light reflection through lines, and the like), and traveling environments (e.g., lines blocked by a vehicle in front, and the like), and undetected lines.

FIG. 4 shows a flowchart of a method for generating a path for a vehicle according to an exemplary embodiment of the present disclosure. First, in operation 401, the lane marker detecting sensor 10 may be configured to detect lane marker information. In operation 402, a speed sensor may be configured to detect a travel speed of a host vehicle. In operation 403, a yaw rate sensor may be configured to detect a yaw rate of the host vehicle. In operation 404, the position detection sensor 30 may be configured to detect a relative position of the preceding vehicle with respect to the host vehicle.

Further, in operation 405, the controller 40 may be configured to calculate a trajectory of the front vehicle based on the traveling speed and yaw rate of the host vehicle and the relative position of the front vehicle with respect to the host vehicle, and generate the traveling path of the host vehicle through complementary use of the calculated trajectory of the front vehicle and the lane marker information. Once the travel path is generated, the vehicle may be controlled to travel within the generated travel path. In other words, using the LKAS and HDAS systems, the controller may be configured to operate the vehicle to remain within the generated travel path, thus improving travel safety. Therefore, even when the road environment or the running environment is not reliable due to the restriction, the vehicle can automatically run using the generated improved running path without the intervention of the driver.

As described above, by calculating the trajectory of the preceding vehicle based on the travel information of the host vehicle and the relative position of the preceding vehicle with respect to the host vehicle and generating the travel path of the host vehicle by complementary use of the calculated trajectory of the preceding vehicle and the lane mark information, the travel path can be generated more stably even when the reliability of the lane mark information is lowered due to the limitations of the imaging device (backlight, brightness change, and the like), road environment (worn and faded lane marks, light reflection of lines, and the like), and travel environment (lines blocked by the preceding vehicle, low-speed travel, and the like).

Further, by calculating the trajectory of the preceding vehicle based on the travel information of the host vehicle and the relative position of the preceding vehicle with respect to the host vehicle and generating the travel path of the host vehicle through complementary use of the calculated trajectory of the preceding vehicle and the lane marker information, the travel path of the host vehicle can be generated more stably without following the preceding vehicle even when the preceding vehicle exhibits abnormal movement or makes a lane change.

In the foregoing, although the present disclosure has been described with reference to the exemplary embodiments and the accompanying drawings, the present disclosure is not limited thereto, and various modifications and changes may be made by those skilled in the art to which the present disclosure pertains without departing from the spirit and scope of the present disclosure claimed in the appended claims.

Claims

1. An apparatus for generating a path for a vehicle, the apparatus comprising:

a first sensor configured to detect lane marking information;

a second sensor configured to detect a traveling speed of the host vehicle;

a third sensor configured to detect a yaw rate of the host vehicle;

a fourth sensor configured to detect a relative position of a preceding vehicle with respect to the host vehicle; and

a controller configured to calculate a trajectory of the preceding vehicle based on a travel speed and a yaw rate of the host vehicle and a relative position of the preceding vehicle with respect to the host vehicle and generate a travel path of the host vehicle using the calculated trajectory of the preceding vehicle and the lane marker information.

2. The apparatus of claim 1, wherein the lane marking information comprises an average of a curvature derivative of a left line and a curvature derivative of a right line (a), an average of a curvature of the left line and a curvature of the right line (b), an average of an azimuth angle of the host vehicle relative to the left line and an azimuth angle of the host vehicle relative to the right line (c), and an average of a position of the host vehicle relative to the left line and a position of the host vehicle relative to the right line (d).

3. The apparatus of claim 2, wherein the trajectory comprises a curvature (f), an azimuth (g), and a position (h).

4. The apparatus of claim 3, wherein the controller is configured to generate a travel path of the host vehicle using the average of the curvature (f) and the azimuth (c) of the trajectory and the average of the position (d) when the speed of the host vehicle is less than or equal to a first threshold and the distance of the host vehicle from the leading vehicle is less than a second threshold.

5. The apparatus of claim 3, wherein the controller is configured to generate a travel path of the host vehicle using the average of the azimuth angles (c) and the average of the positions (d) when a speed of the host vehicle is less than or equal to a first threshold and a distance of the host vehicle from the preceding vehicle is greater than or equal to a second threshold.

6. The apparatus of claim 3, wherein the controller is configured to generate a travel path of the host vehicle using the curvature (f), the azimuth angle (g), and the position (h) of the trajectory when the speed of the host vehicle is less than or equal to a first threshold and the lane marking information is not detected.

7. The apparatus of claim 3, wherein the controller is configured to generate a travel path of the host vehicle using the average of the curvature derivatives (a), the average of the curvature (b), the average of the azimuth angle (c), and the average of the position (d) when the speed of the host vehicle exceeds a first threshold and the lane marking information is detected.

8. The apparatus of claim 3, wherein the controller is configured to generate a travel path of the host vehicle using the curvature (f), the azimuth angle (g), and the position (h) of the trajectory when the speed of the host vehicle exceeds a first threshold and the lane marking information is not detected.

9. A method for generating a path for a vehicle, the method comprising the steps of:

detecting, by a first sensor, lane marking information;

detecting, by a second sensor, a traveling speed of the host vehicle;

detecting, by a third sensor, a yaw rate of the host vehicle;

detecting, by a fourth sensor, a relative position of a preceding vehicle with respect to the host vehicle; and is

Calculating, by a controller, a trajectory of the preceding vehicle based on a travel speed and a yaw rate of the host vehicle and a relative position of the preceding vehicle with respect to the host vehicle, and generating a travel path of the host vehicle using the calculated trajectory of the preceding vehicle and the lane marking information.

10. The method of claim 9, wherein the lane marking information includes an average of a curvature derivative of a left line and a curvature derivative of a right line (a), an average of a curvature of the left line and a curvature of the right line (b), an average of an azimuth of the host vehicle relative to the left line and an azimuth of the host vehicle relative to the right line (c), and an average of a position of the host vehicle relative to the left line and a position of the host vehicle relative to the right line (d).

11. The method of claim 10, wherein the trajectory comprises a curvature (f), an azimuth (g), and a position (h).

12. The method of claim 11, wherein generating the travel path comprises:

generating, by the controller, a travel path of the host vehicle using the curvature (f) and the average of the azimuth (c) and the average of the position (d) of the trajectory when the speed of the host vehicle is less than or equal to a first threshold and the distance of the host vehicle from the preceding vehicle is less than a second threshold.

13. The method of claim 11, wherein generating the travel path comprises:

generating, by the controller, a travel path of the host vehicle using the average value (c) of the azimuth angles and the average value (d) of the positions when the speed of the host vehicle is less than or equal to a first threshold value and the distance of the host vehicle from the preceding vehicle is greater than or equal to a second threshold value.

14. The method of claim 11, wherein generating the travel path comprises:

generating, by the controller, a travel path of the host vehicle using the curvature (f), the azimuth angle (g), and the position (h) of the trajectory when the speed of the host vehicle is less than or equal to a first threshold and the lane marking information is not detected.

15. The method of claim 11, wherein generating the travel path comprises:

generating, by the controller, a travel path of the host vehicle using the average of the curvature derivatives (a), the average of the curvature (b), the average of the azimuth angle (c), and the average of the position (d) when the speed of the host vehicle exceeds a first threshold and the lane marking information is detected.

16. The method of claim 11, wherein generating the travel path comprises:

generating, by the controller, a travel path of the host vehicle using the curvature (f), the azimuth angle (g), and the position (h) of the trajectory when the speed of the host vehicle exceeds a first threshold and the lane marking information is not detected.